Railway-rail.



UNITED STATES Patented July 18, 1905.

`PATENT OEEICE.

MULLIKEN a COMPANY, y oE ILLINOIS.

OF CHICAGO, ILLINOIS, A CORPORATION RAILWAY-RAIL.

SPECIFICATION forming part of Letters Patent No. 794,955,

dated July 18, 1905.

Application filed December 23, 1904. Serial No. 238,099.

T0 a/ZZ whom it may concern:

Be it known that I, AXEL A. STROM, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Railway-Rails, of which the following is a specification.

My invention relates to an improvement in the structural form of the T variety of rails employed in railway-tracks, more particularly in frogs, crossings, and switches therein.

Where, as is the common practice in a railway-frog, the tread-surfaces of the head portions of the wing-rails are of the same crosssectional dimension as that of the main rails the frog-point and the portions of the wingrails adjacent thereto are subject to rapid wear from pounding against them of the wheels of the rolling-stock in passing over them, with the eeet of shorteningl accordingly the duration of the life of the frog. This pounding is materially augmented where the wear upon the tread-surfaces of the wheels from rolling upon the relatively narrow tread-surfaces of the heads of the ordinary T-rails of the main track grooves the wheel-treads, and thereby forms what is known as the artificial Iiangef toward their outer circumferential edges, since the depressions about the wheel-treads cause the wheels to drop in their transition from one to the other of the frog-point and a wingrail. In the case of railway-crossings this pounding against the ends of the rails where spaces are provided between them at the rail intersections to admit the wheel-anges also occurs from causes analogous to those explained with relation to railway-frogs, with the same detrimental effect upon the rails, and the same wear takes place on the rails at the switches in a'railway-track.

The object of my invention is to reduce in a very material measure the extent of wear referred to by providing the rail employed in aposition to be subjected thereto with a treadsurface so expanded as compared with the width of head of the main rail employed as to increase its wearing-surface and to adapt it to take the wheels, however much they may be grooved with wear, without material, if

any, shock or pounding by reason of the wider railtread surface relative to the width of wheel-tread, whereby it will tend to contact with the wheel-tread on both sides of any circumferential groove therein. To this end I expand the wearing-surface of the rail by increasing the transverse thickness of the head portion and also of the web and base or flange of a part or section thereof entirely and uniformly toward one side thereof to serve as the outer side and reducing the parts of the rail toward one or each end to the cross-sectional dimensions of the main rail or rails with which the expanded rail must be spliced, thereby to cause the end or ends of the expanded rail to register as to its base, web, and flange, respectively, with the corresponding parts of the main rail or rails with which it is to be spliced.

In the accompanying drawings, Figure 1 is a broken plan view of a rail of my improved construction having the expanded portion or section between reduced ends; Fig. 2, a similar View of the same, but with the expanded section extending to one extreme end of the rail; Fig. 3, aview in side elevation of a broken end portion of the rail, showing its expanded and reduced portions; Fig. A, a section taken at the line A on Figs. 1 and 2 and viewed in the direction of the arrow; and Fig. 5, a section taken at the line 5 on Figs. 1 and 2 and viewed in the direction of the arrow, with the width of the reduced end portion indicated by a dotted representation.

A is a rail of the T Variety, comprising a base or flange (t, a web b, and a head c. In the manufacture of this rail a desired length of section thereof is expanded as to its head, web, and base entirely toward one side of the rail, as shown, forming its outer side in use, and thereby leaving the opposite or gage side straight to aline with the main rails, with which the improved rail is to be used, and thus maintain the gage-line. Toward one end, as in Fig. 2, or toward each end, as in Fig. 1, the rail A is reduced to the dimensions of the main rail or rails, to which it is to be spliced, in order that the abutting rail ends shall coincide properly and permit the splice-bars em ployed to lit in place. rlhe reduction referred to is produced by beveling the thickened parts, v

as shown at a b c', to the required extent to narrow the rail from the outer end of the bevel to the rail end to conform to the dimensions of the respective main-line rail. Thus the desired increase of wearing-surface is attained in the rail A without causing it to interfere with the gage-line of a track containing it, and by expanding it as to its iiange and web portions as well as its head portion sta-A tween its ends expanded, as to its head, web

and base, entirely toward one side of the rail, and having reduced end sections adapted to match with main rails to be spliced thereto, substantially as and for the purpose set forth.

3. As a new article of manufacture, a railway-rail of the T variety, having its head, web and base, throughout a longitudinal section of the rail, expanded entirely toward one side thereof and reduced toward an end of said rail to match a rail to be spliced thereto, with a beveled section on said side extending between said expanded section and said reduced section, substantially as and for the purpose set forth.

4. As a new article of manufacture, a railway-rail of the T variety, having a section of its head, web and base between the rail ends, expanded entirely toward one side of the rail and reduced from said expanded section t0- ward both ends to match with main rails to be spliced thereto, with beveled sections on said side extending between said expanded and reduced sections, substantially as and for the purpose set forth.

AXEL A. bTROM.

In presence of- M. S. MACKENZIE, J. H. LANDES. 

